Superheated-steam locomotive



Dec. 1. 2 1,563,932

, c. w. SMITH SUPERHEATED STEAM Locdmouvz Filed July 20, 1925 2 Sheets-Sheet 1 H INCH for C1205. 11 5172! fh.

Dec- 1 1925 C. w. SMITH su raaumwn STEAM LOCOMOTIVE Filed July 20, 1923 2 Sheets-Sheet 2 PatentedDec. 1, 1925.

CHARLES W. SMITH, OF KEYSER, WEST VIRGINIA.

SUPERHEATED-STEAM LOCOMOTIVE.

Application filed July 20, 1923. Serial No. 652,789.

To ctZZ whom it may concern.-

Be it known that I, CHARLES W. SMITH, a citizen of the United States, residing at Keyser, in the county of Mineral and State of lVest Virginia, have invented certain new and useful Improvements in superheated- Steam Locomotives, of which the following is a specification, reference being had to the accompanying drawings, formlng a part thereof. I

My invention relates to steam locomotives of the type in which the steam usedfor propelling the locomotive is superheated and has for its object to provide means for reducing the loss of lubricating oil in the cylinc ers and steam chests due to the high temperature imparted to the cylinders and steam chests by the superheated steam.

In certain railway systems which cross mountainous sections there are long stretches of track at relatively high grades. In crossing a dividethe locomotive requires its full power in climbing to the high point 'and requires no steam from that point down 25 used in climbing a grade and the heat so 'retalned continues the destruction of the lubricating oil used in the cylinders and steam chests. It is the object of my invention to quickly cool the cylinders and pistons and the steam chests and their valves soas to prevent this destruction of the lubricant and thus to effect a saving of lubricating oil.

lVith the object above indicated in view my invention consists in the construction and combination of elements hereinafter de- I scribed and claimed.

Referring to the drawings:

moved.

Figure 2 is a central vertical longitudinal sectional view of the front end portion of the locomotive showing the parts in the posi- 5 tion which they assume when the locomotive isbeing operated by steam.

Figure 3 is a view similar to Figure 2 I but showing the parts in the position which they assume when steam is shut on".

Figure 4 is a detail central vertical sectional view of the steam exhaust nozzle on a plane longitudinal of the locomotive, and

Figure 5 is a view similar to Figure 4 but on a plane at right angles to that on 6,5 which Figure 1' is taken.

Figure 6 is a detail view of the inlet valve of the air inlet pipes.

In the drawings 1 indicates the boiler of a steam locomotive having stack 2 leading from thesmoke box at the forward end. 3 indicates the 'cylindersand 4 indicates the steam chests. 5'indicatesfir'e tubes. 6 indicates a superheater from which pipes 7 lead to the steam chests. S'indi'cates a vertical '75 diaphragm or partition separating the smoke box from the chamber in which the superheater is located. 9 indicates a damper pivotally mounted at 10 and movable between the upper edge of diaphragm 8 and a stop flange 11. 12 indicates a second pivotally mounted damper for an opening 13 at the lower end of the diaphragm 8, the

two-dampers 9 and 12 being connected'by a .rod 14 and arranged to be operated in unison by anysuitable manual or other means. 15 indicates theexhau'st steam'no2izle arranged in the smoke box in. line with the stack 2 and connected at ltS'lOWGl' end by vertical pipe 16 and branch pipes 1790 with the cylinders 3 in the usual Way so that the exhaust steam from the cylinders will be directed upward to create a draft through the stack; e

. lVhen the locomotive is beingzoperated by as steam the damperf) is in the position shown OFFICE. v

in Figure 2 with its upper end resting on the upper edge of diaphragm 8 and the lower damper 12 is in open position so that the products of combustion from the upper fire tubes are, by the draft created by the exhaust steam passing through nozzle 15, drawn upward into contact with the superheater.

IVhen the locomotive is not being operated by steam, as when it is on a down grade and is'running by its own gravity and that of the train coupled to it, the dampers 9 and 12 are swung to the positions in which they are shown in Figure 3, the upper end of damper 9 resting against stop flange 11 and damper 12 closing opening 13. NVhen the dampers are in these positions the products of combustion from the lower fire tubes pass upwardly between the damper 9 and the diaphragm 8 and out through the stack without imparting their heat to the superheater.

The construction and arrangement thus far described forms no part of my present invention and is illustrative merely of one form of superheated steam locomotive with which my invention is adapted to be used.

- In locomotives of the steam superheating type such as that described it is usual to supply the'oil necessary for lubricating the pistonsand the valves of the steam chests by compressed air controlled from the cab and it is of course necessary to maintain the supplyjof oil so long as the locomotive is running even though the steam is shut off and it is running by gravityas on a down grade. The high temperature of the superheated -.-steam burns up the lubricating oil rapidly so that a muchlarger quantity of oil is needed to keep the piston and valves properly lubricated than would be needed if wet steam were usedand asa high grade of heavy oil is needed for satisfactory results, the cost of lubrication adds considerably to the expense of running a locomotive of this type. After the locomotive has been operated by superheated steam for a time and steam is shut off the heat imparted to the cylinders and steam chests is retained for a considerable time; and much. of the oil supplied is burned up bythe heat so retained.

By the device of my invention, when the locomotiveis running on a down grade with steam shut off the cylinders and steam chests are rapidly cooled to a temperature at which the lubricatingoil is not subjected to the destructive action described and the quantity required for effective lubrication, and consequently the cost of lubrication, is materially reduced. v

p In carrying out my invention I provide the exhaust steam nozzle 15 with vacuum pipes 20 and 21 leading from below the top of the nozzle to the outside atmosphere, preferably leading upward through the shell of the boiler and terminating outside the boiler shell in the usual valve construction by which air is permitted to be drawn in but gases cannot pass out. I also provide the steam pipes 7 with similar vacuum pipes 22 and 23. On a rod 25 carried in bearings supported in any convenient manner as by a bracket or extension 26 carried by the nozzle 15, is carried a lid or cover 27 adapted when turned down to cover and close the upper end of the nozzle. An arm 28 on one end of rod 25 serves to rock the rod to swing the lid or cover from open to closed position. This arm may be operated by any convenient means from the cab or otherwise.

hen the locomotive is being operated by steam the lid or cover 27 is in raised position as shown in Figures 1 and 2 permitting the exhaust steam to pass through the nozzle in the usual way.

When steam is shut off and the locomotive is running on a down grade by its own gravity the lid or cover 27 is swung down into position to close the end of the nozzle as shown in Figure 3, the dampers 9 and 12 being in the positions in which they are shown in that figure. The movement of the pistons in the cylinders will draw air down through the vacuum pipes 20 and 21 into the nozzle 15 and down through pipes 16 and 17 into the cylinders to cool them.

The movement of i the pistons in the cylinders will also draw air through vacuum ipes 22 and 23, pipe 7 and the steam chests 4, into the cylinders, thuscooling the steam chests and its valves. By this action the cylinders and pistons, and

the steam chests and their valves, will be quickly cooled below the temperature. at which the lubricating oil would be destroyed and it will be necessary to supply only sufficient oil to keep the parts properly lubricated and not, in addition, to supply oil to take the place of that destroyed by the heat of the superheated steam. For this purpose it will, ordinarily be sufficient to supply the lubricating oil by gravity and the force feed may be cut oil".

vHaving thus described my invention what I I claim is: V I

1. In a steam locomotive having a pipe for convey ng steam to a cylinder, an exhaust steam nozzle within the smoke box directed towards the stack, means for closing the discharge end of the exhaust nozzle, an air inlet pipe extending through the wall of the smoke box provided with an automatic valve for preventing escape of steam therefrom having one end connected to the exhaust nozzle below its discharge end and having its other end open to the atmosphere.

2.'In a steamlocomotive having a pipe leading-through the smoke box for conveying steam to a cylinder, an exhaust steam nozzle within the smoke box directed towards the stack, means for closing the discharge end of the exhaust nozzle, an air inlet pipe conveying steam to the cylinder provided extending through the Wall of the smoke box With an automatic valve for preventing es- 10 provided with an automatic valve for precape of steam therefrom and having its outer venting escape of steam therefrom having end open to the atmosphere.

one end connected to the exhaust nozzle be- In testimony whereof I hereunto aflix my lo its discharge end and having its other signature.

end open to the atmosphere, and an air inlet pipe connected at one end with the pipe for CHARLES W. SMITH. 

